Converting rotary motion into unidirectional motion

ABSTRACT

Unidirectional thrust and consequent unidirectional motion are achieved by rotating thrust producing units in a circular orbit. The thrust producing units involve weights or masses which are caused to accelerate in the direction of the orbital travel during all or a portion of the one-half of the orbital travel which is away from the direction of the desired thrust. The reaction to this acceleration occurs and manifests itself at an orbital location-i.e., away from the axis of rotation-and provides the unidirectional thrust. During the one-half of the orbital travel which is toward the direction of the desired thrust there either is no such acceleration or the reaction to such acceleration is directly transferred to the axis of rotation, and consequently in either case no reaction is manifested at an orbital location. Hence, there is no thrust in the direction opposite that desired.

United States Patent Foster [451 Apr. 4, 1972 [72] Inventor: Richard E.Foster, 5342 Sycamore Street,

Baton Rouge, La. 70805 [22] Filed: May 15, 1970 [21] Appl. No.: 37,661

Primary Examiner-Milton Kaufman Attorney-John F. Sieberth [57] ABSTRACTUnidirectional thrust and consequent unidirectional motion are achievedby rotating thrust producing units in a circular orbit. The thrustproducing units involve weights or masses which are caused to acceleratein the direction of the orbital travel during all or a portion of theone-half of the orbital travel which is away from the direction of thedesired thrust. The reaction to this acceleration occurs and manifestsitself at an orbital locationi.e., away from the axis of rotation-andprovides the unidirectional thrust. During the one-half of the orbitaltravel which is toward the direction of the desired thrust there eitheris no such acceleration or the reaction to such acceleration is directlytransferred to the axis of rotation, and consequently in either case noreaction is manifested at an orbital location. Hence, there is no thrustin the direction opposite that desired.

10 Claims, 7 Drawing Figures assizssa PATENTEDAPR 4 I912 SHEET 1 [IF 3him- INVENTOR. RICHARD E. FOSTER 924 ATTORNEY PATENTEDAPR 4 I972 3,653,269

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MERCURY SWITCH INVENTOR. RICHARD E. FOSTER ATTORNEY INVENTOR RICHARD E.FOSTER ATTORN ?ATENTE[MPR 4 1912 sum 3 [IF 3 q l A A CONVERTING ROTARYMOTION INTO UNIDIRECTIONAL MOTION FIELD OF THE INVENTION This inventionrelates to driving systems for producing unidirectional motion. Moreparticularly, this invention is concerned with a propulsion system inwhich rotational movement is transformed into unidirectional motionwhich may be continuous or intermittent and in which the direction ofthe unidirectional motion may be fixed or varied.

Various uses to which such systems may be put are indicated, forexample, in US. Pat. No. 2,886,976 and Popular Mechanics, Volume 116,No. 3, pp. 131 et. seq. (September 1961). Of particular interest is theapplication of these systems to vehicles (prime movers) which may carrya load from one place to another without need for external propulsionmembers such as drive wheels, propellers, jet engines, rockets, or thelike. This invention provides systems in which a unidirectional thrustmay be produced wholly within the confines of the vehicle and whereby,as a consequence, unidirectional motion of the vehicle is achieved.

SUMMARY OF THE INVENTION In accordance with this invention the primemover is provided with one or more rotatably suspended members (e.g.,arms, wheels or discs, endless belts or the like) each of which can becaused to rotate about an axis within or in proximity to the generalconfines of the vehicle itself. Thrust producing means are carried byand rotatable with the rotatable member(s) and the thrust producingmeans exert, when actuated, a thrust in a direction generally oppositeto the direction in which they are being carried at any given time bythe rotating member(s). Unidirectional thrust is achieved by actuatingthe thrust producing means when the thrust is in the direction selectedfor travel. When the thrust would be in the direction opposite to thatselected for travel, the thrust producing means are deactuated so theyproduce no thrust or their thrust is utilized in the system to effectbraking (slowing down or stopping). Accordingly, in the systems of thisinvention rotary motion is converted into unidirectional thrust, and theunidirectional thrust causes or is translated into unidirectionalmovement of the prime mover.

A feature of the invention is that the thrust producing means, whenactuated, actually move weights or masses in the same general directionas they are rotating or orbiting. This movement occurs during 180 orless of rotation when the thrust producing means are rotating away fromthe direction in which the thrust is desired (movement in the oppositedirection during a portion of said 180 of rotation is permissible). Thereaction from this movement in the general direction of rotationmanifests or exerts itself at a location removed from the axis ofrotation and thereby creates thrust in the desired direction. Reactionfrom movement, if any, in the direction opposite to rotation during aportion of said 180 of rotation is utilized or dissipated in assistingin the rotational movement and thus does not create an equal thrust inthe undesired direction. Hence, during this 180 of rotational travel thethrust is produced, and is exerted in the desired direction.

I During the other 180 of rotation (when the thrust producing means arerotating toward the direction in which the thrust is desired) the thrustproducing means are deactuated in the sense that they do not produce athrust in either direction. One way of accomplishing this is to keep theweights stationary (except for rotation) during this 180 of rotationaltravel (i.e., the weight only rotates with the wheel or other membercarrying it'around the axis-it does not change its position relative tothe wheel). The system illustrated in FIGS. 1 through 5 utilizes thisprinciple. Another way of achieving this deactuation is to only move theweights in the direction opposite to rotation during this 180 ofrotational travel, a principle used in the system of FIGS. 6 and 7.Still another way of obtaining this deactuation is to cause the weightsto altemately move toward and against the direction of rotational travelduring this 180 provided that the reaction to the movement toward thedirection of rotation is simultaneously transferred directly to the axisor hub of the rotation-Le, the reaction is not permitted to manifest orexert itself at a location removed from the axis of rotation. This maybe accomplished, for example, by revising the gear ratio in FIGS. 6 and7 so the weights oscillate more than one complete cycle per revolutionof the wheel and keeping the clutch engaged during the full 180 when theweight associated therewith is rotating toward the direction of desiredthrust. This effectively and immediately neutralizes the reactionaryforce which would otherwise create a thrust away from the desireddirection. In any event, irrespective of the precise mode of operationselected for use in the system, during this 180 of rotational travel thedeactuation of the thrust producing means prevents it from generating athrust in the undesired direction.

It will now be evident that during all or a portion of of rotation by agiven thrust producing unit it generates a thrust in one generaldirection whereas during the remaining of rotation it produces no thrustwhich would cause motion in the undesired direction. Where two suchmeans are spaced at 180 intervals on a wheel, each may be alternatelyactuated throughout the same 180 of travel so that a thrust in the samedirection is being generated more or less continuously, first by onethrust unit and then by the other.

The above and other features, aspects, embodiments, objects, advantagesand characteristics of this invention will become still further apparentfrom the ensuing description, appended claims, and accompanyingdrawings.

BRIEF SUMMARY OF THE DRAWINGS FIG. 1 is a partially schematic sideelevation of a vehicle equipped with a system of this inventiondeveloping unidirectional thrust by use of rotatable masses (e.g.,inertia wheels) each of which is subjected to continuous rotation aboutits own axis, continuous rotation about another axis, and periodicalrotation about still another axis;

FIG. 2 is an enlarged view of one of the biaxial rotational thrustproducing units of the system of FIG. 1;

FIG. 3 is an end elevation of the vehicle of FIG. 1 viewed along line3,3 thereof;

FIG. 4 illustrates in schematic fashion the triaxial motion involvedwhen causing the vehicle of FIG. 1 to be driven in the direction ofarrow M;

FIG. 5 depicts schematically the electrical circuitry which may beemployed in the system of FIG. 1;

FIG. 6 is a partially schematic view of another embodiment of thisinvention in which unidirectional thrust is produced by use ofoscillatable masses (e.g., weighted pistons) each of which is subjectedto continuous rotation about a central axis, is actuated so that itproduces a reactionary thrust when rotatably travelling in a directiongenerally opposite or away from that selected for the unidirectionalthrust desired, and is deactuated so that it does not produce areactionary thrust when rotatably travelling in a direction generallyconcurrent or toward that selected for the unidirectional thrustdesired; and

FIG. 7 is an enlarged fragmented view taken along 7,7 of FIG. 6 andillustrating the gearing which may be employed in the system of FIG. 6.

DESCRIPTION OF PREFERRED EMBODIMENTS As can be seen from the Figures,this invention provides in one of its practical fundamental aspects asystem for converting rotary motion into unidirectional motion whichcomprises:

a. a wheel rotatable about an axis;

b. thrust producing means carried by and rotatable with the wheel andexerting, when actuated, a thrust in a direction generally opposite thedirection of its rotational travel; and

c. means alternately actuating and deactuating the thrust producingmeans to yield thrust in the direction selected for the unidirectionalmotion of the system.

Another way of looking at this invention is that the thrust producingunits involve weights or masses which are carried in a circular orbit.When the orbital travel is away from the direction of the desired thrustthe weights or masses are caused to accelerate in the direction of theorbital traveli.e., during all or a portion of the time that each givenweight or mass is travelling in a semi-circle away form the direction inwhich the thrust is desired, it is caused to move faster in thedirection of its orbital travel than the speed of its orbital movement.On the other hand, during the time that each given weight or mass istravelling in a semi-circle toward the direction in which the thrust isdesired, it is caused to move in the'direction of its orbital traveleither at the speed or at less than the speed of its orbital movement,or it is permitted during part of this time to move faster than thespeed of its orbital travel but when it does so, its reactionary forceis neutralized by direct simultaneous physical transfer to the center ofthe orbit. The net result of these coordinated relative motions is theprovision of unidirectional thrust and unidirectional motion in thepreselected or desired direction. More particularly, when the weight iscaused to accelerate in the direction of the orbital travel during allor a portion of the time it is orbiting in the semi-circle leading awayfrom the direction in which the unidirectional thrust is desired, thereaction to this acceleration occurs and manifests itself at an orbitallocationi.e., away from the axis of rotation-and provides theunidirectional thrust. During the one-half of the orbital travel whichis toward the direction of the desired thrust there is no suchacceleration and consequently no reaction manifested at an orbitallocation. Hence, there is no thrust in the direction opposite thatdesired.

For best results, the thrust producing means or units are positioned inproximity to the periphery of the wheel, a feature illustrated forexample in FIGS. 1 and 6. In addition, it is desirable to utilize aplurality of thrust producing means, and further, to position them atessentially equal angular intervals on the wheel. Thus, in the systemsof FIGS. 1 and 6 two thrust producing units are employed, and these arepositioned at about 180 intervals with respect to each other. However,the wheel may be equipped with as many thrust producing units as it willconveniently accommodate.

EMBODIMENT INVOLVING ROTATED SPINNING WEIGHTS Referring moreparticularly to the embodiment depicted in FIGS. 1 through 5, a carriagereferred to generally by the numeral 10 is composed of side frames 11,cross braces 12, axles l3 and wheels 14. Disc or wheel 20 is rotatablysupported or suspended within carriage 10 by means of axle 21 and axlesupports and 16. Flange 22 connects wheel with axle 21. Rotation ofwheel 20 about its axis is effected by means of motor 23, endless screw24 and wheel gear 25, this worm gear arrangement transmitting rotarymotion to axle 21 and wheel 20 mounted thereon.

Supported on wheel 20 in association with cutaways 26 are thrustproducing units designated generally by the numeral 30. Each such unitbest seen in FIG. 2 is composed of an inertia wheel 31 supported on androtated by shaft 33 of motor 32, this entire sub-assembly in turn beingcarried on plate 34 mounted on spindle 35 which is rotatably supportedon wheel 20 by means of brackets 36, 37. Rotation of spindle 35 iseffected by motor 38, endless screw 39 and wheel gear 40.

As is evident from FIGS. 1 through 3 and especially FIG. 5, duringoperation electrical power is supplied continuously to each one of themotors 23 and 32 thereby conferring continuous axial rotation to wheel20 and to each inertia wheel 31.0n the other hand, the power supplyrtoeach motor 38 is limited by means of individual mercury switches 41.Thus in the embodiment shown electrical contact is made while switch 41is carried through the left-hand 180 segment (i.e., from 180 to 360) ofaxial rotation by wheel 20. In other words each motor 38 runs only whenit is in the upper half of its circular trip around the axis of wheel20.

FIG. 4 facilitates an explanation of the manner by which the thrustproducing units of the embodiment of FIGS. 1 through 5 function duringoperation. For the purposes of illustration, it is assumed in FIG. 4that motor 38 (not shown) causes spindle 35 and the parts carriedthereby (plate 34, motor 32, inertia wheel 31) to make two completerevolutions about the longitudinal axis of spindle 35 during the timewheel 20 (not shown) makes one-half of a revolution about its axis. Itis also assumed that the motor 38 of the system schematically depictedin FIG. 4 is actuated only during the time it is travelling through thetop semi-circular arc defined by clockwise rotation of wheel 20-i.e.,assigning zero degrees to the apex of the circular travel of motor 38,motor 38 is energized as it passes from 270 to During this same periodof time motor 38 of the other thrust producing unit 30 (not shown inFIG. 4, but see FIG. 1) is not actuated. Thus each motor 38 is poweredonly when travelling from 270 to 90 (or 9 o'clock to 3 o'clock). Thesemotors therefore operate altemately-- first one, then the other, etc.

Referring to FIG. 4, as the depicted thrust producing unit 30 travelsfrom 315 to 337.5 the axially spinning inertia wheel 31 is movedclockwise relative to spindle 35. The action of forcing inertia wheel 31out of the plane of its axial rotation gives rise to a reaction in theopposite direction and results in a unidirectional thrust beingproduced. In actual practice this thrust pushes the carriage to the left(note arrow M of FIG. 1). Throughout the next 45 of rotational travel(i.e., from 337.5 to zero and thence to 22.5) the axially spinninginertia wheel 31 is being moved counter-clockwise relative to spindle 35and the reaction to this relative motion is dissipated by clockwiserotation of wheel 20. During travel from 225 to 45 the relative motionof the axially spinning inertia wheel 31 is again clockwise relative tospindle 35 and accordingly the unidirectional thrust produced by thereaction to this relative motion again forces the carriage to the left.The result of these rapid changes in relative motion is that thevehicle. is propelled, in this case to the left. By reversing thedirection of rotation of wheel 20 and confining the actuation of motor38 to the upper half of its circular trip with wheel 20 (i.e., from 3oclock through 12 oclock and to 9 oclock), the unidirectional thrustwould be exerted generally toward the right hand side of FIG. 4.Similarly, clockwise rotation of wheel 20 with actuation of motor 38only from 90 to 270 (i.e., through the bottom half of its circular tripwith wheel 20) gives a unidirectional thrust and resultantunidirectional motion of the vehicle toward the right whereascounter-clcokwise rotation of wheel 20 with actuation of motor 38 from 9oclock through 6 oclock to 3 oclock produces a unidirectional thrusttoward the left.

A feature of the embodiment of FIGS. 1 through 5 is that there is asignificant 1 reaction or unidirectional thrust produced when thespinning inertia wheels 31 are moved out of their axial planes ofrotation and in a direction generally opposite that selected for travelby the vehicle. The magnitude of this force will readily be appreciatedby anyone who has sought to move a gyroscope out of its plane of axialrotation. Indeed, the substantial resistance to such movement'is theoperative principle behind the use of gyroscopes to confer stabilityupon ships and other craft normally susceptible to undesired rotarymotion. Another feature of this embodiment is the fact that thegyroscopic action resulting from the axial spin of inertia wheel 31tends rapidly to overcome'the rotational momentum or inertia produced byrotating spindle 35 and the parts carried thereby. Thus, as theelectrical power is cut off from motor 38 by its mercury switch 41 anytendency for further inertial rotation of spindle 35 and the partsmounted thereon about the longitudinal axis of the spindle is rapidlyovercome by this gyroscopic action of inertia wheel 31 and as aconsequence, thrust in an undesired direction is not encountered to anysignificant extent.

EMBODIMENT INVOLVING ROTATED OSCILLATING WEIGHTS The system depicted inFIGS. 6 and 7 involves use of linearly oscillating weights carried in acircular plane-i.e., weights are shifted back and forth, more or lesstangentially with respect to a circular orbit in which they are carriedon a rotating wheel. More particularly, wheel of this system, which maybe substituted for wheel 20 in the vehicle of FIG. 1, contains, forpurposes of illustration, two thrust producing units 30. In each ofthese units slidable weight 50 is mounted in guide rails 51,52 andconnected to shaft 62 by means of arms 54 and 56 pivotally connected toeach other at 55, the longer arm 56 being in turn pivotally connected toweight 50 by pin 60 and the free end of arm 54 being connected to theend of shaft 62 on which flywheel 53 is axially mounted. Mounted on thecarriage in proximity to the center of wheel 20 is stationary gear 70which operatively engages each gear 72 in a bevel gear arrangement.Gears 72 are carried on the inner ends of shafts 73, each of which leadsthrough an electromagnetically operated clutch 75 to a set of bevelgears 74 and a shaft 62. Rotation of wheel 20 and the thrust producingunits 30 carried thereby causes axial rotation of each gear 72 and eachshaft 73. With clutch 75 engaged, this rotary motion turns bevel gears74, shaft 62 and flywheel 53. Rotation of shaft 62 in turn is translatedthrough arms 54 and 56 into slidable motion of weight 50 in the channeldefined by guide rails 51,52. Electromagnetically operated clutch 75makes and breaks physical connection between the ends of shaft 73 inresponse to signals from a monitor 76 such as a mercury switch, aremotely controlled relay switch, or the like. Ordinarily (e.g., if notbraking the system) this is an alternating operation whereby one clutchis disengaged so that its thrust producing unit 30 is actuated whereasthe other clutch is engaged so that its thrust producing unit is notactuated. During start-up and idle (when no unidirectional thrust isdesired) both clutches may be engaged at the same time. The gearing.

of the system as depicted in FIGS. 6 and 7 is such that one fullrevolution of wheel 20 results in one full revolution of each flywheel53 and one complete oscillatory cycle of travel by both slidable weights50. In other words, as wheel 20 in FIG. 6 moves clockwise 180 the twothrust producing units 30 exchange places and each assumes the posturedepicted for the other. Accordingly, the slidable weight 50 shown in theupper left of FIG. 6 in retracted position moves to the lower right andassumes the extended position. Conversely, the slidable weight 50 shownin the lower right of FIG. 6 in extended position moves to the upperleft and assumes the retracted position. Continued rotation of wheel 20through the remaining 180 to complete the one full revolution thereofcauses both slidable weights 50 to reassume the positions as shown, andtherefore these weights have travelled one cycle, i.e., one travels fromthe retracted to the extended and back to the retracted position whilethe other travels from the extended to the retracted and back to theextended position.

As in the case of the system of FIGS. 1 through 5, the system of FIGS. 6and 7 normally involves actuation of each individual thrust producingunit only when it is moving generally away from the direction towardwhich the thrust is desired, in this case actuation involving, interalia, disengagement of clutch 75. For example, when thrust in thegeneral direction of arrow T is desired, wheel 20 may be rotatedclockwise per arrow R by power supplied from motor 23 (not shown in FIG.6 but see FIG. 1) to axle 21. Since the gears 72 and their respectiveshafts 73 are carried in an orbit by rotating wheel 20, this orbitalmovement of gears 72 in the direction of arrow R and their engagementwith stationary gear 70 cause gears 72 and shafts 73 to axially rotate.If the clutches 75 are both engaged the power train is such that both ofthe slidable weights 50 are driven back and forth in the channels ofguide rails 51,52 by energy coming from the axis around which wheel 20is rotating, and there is no sustained unidirectional thrust in anydirection. In short, the actions and reactions to the accelerations anddecelerations of the weights tend to cancel each other. However, thisoperation does store up rotational or inertial energy in each flywheel53. To achieve the desired thrust in the desired direction (arrow T),the appropriate thrust producing unit 30-i.e., the unit in whichslidable weight 50 goes from a retracted to an extended position duringthe upper half of its circular travel with wheel 20-is actuated bydisengaging its electromagnetically operated clutch 75. This particularthrust producing unit is being moved (rotated) generally away from arrowT (the direction of the desired thrust and motion) during this upperhalf of its circular travel. Because its clutch 75 is disengaged, theforce imposed on its slidable weight causing the same to move clockwisemore rapidly than the rest of the system is supplied by its flywheel 53which thus serves as a source of kinetic energy. In other words,disengagement of a clutch enables the flywheel of the same unit toassume the role of a freely rotating inertia wheel and this energysource is positioned at a location remote from the axis around whichwheel 20 is rotating. Consequently, actuation of this thrust producingunit by disengaging its clutch at a time when the unit is rotating awayfrom arrow T and when the unit is thrusting its weight away from arrow Tcauses a switch in the source of kinetic energy for the unit, the sourcebeing switched from the axis of rotation to a locus on wheel 20 awayfrom this axis. The result is the generation of unidirectional thrusttending to drive the vehicle toward the left per arrow T. During thissame period of time, the clutch associated with the other thrustproducing unit (which is going from an extended to a retracted positionduring the lower half of its circular travel with wheel 20) is engaged.Because its clutch is engaged, this unit is deactuated and a thrust inthe direction opposite to arrow T is therefore avoided.

VARIATIONS AND FURTHER EXEMPLIFICATIONS It will not be apparent that thesystems of this invention may be utilized and operated in various ways.For example, a vehicle may be equipped with a single wheel 20 mounted ina fixed vertical plane and by actuating the appropriate thrust producingunits 30 at the appropriate time the unidirectional thrust producedwithin the vehicle may be exerted in any direction. Thus, by rotatingwheel 20 clockwise and actuating the thrust producing units (whetherthere be one, two, three, four, or more of them) only when they travelfrom 12 oclock to 6 oclock, the thrust is upwards. By changing theactuation so that it occurs only when the thrust producing units aretraveling from 6 oclock to 12 oclock, the thrust is downwards. In short,thrust in any direction of the plane (anywhere throughout 360) ispossible. Also, by suitably altering the actuation of such a systembraking of vehicular motion is accomplished. Thus, with clockwiserotation of the wheel and actuation of the units when traveling from 9oclock through 12 oclock to 3 oclock, the vehicle is moving horizontallyto the left. By changing the actuation so it occurs when the unitstravel from 3 oclock through 6 oclock to 9 oclock the vehicle may beslowed down, stopping and caused to travel in the reverse direction.

It will also be evident that a single wheel 20 may be mounted in anyplane, vertical, horizontal, or inclined in any direction, that thewheel may be axially rotated in either direction, and that the actuationof the thrust producing units 30 may be varied to give the thrust inwhatever direction it is desired. Further, the wheel may be mounted in asphere, on gimbals, or in any other suitable support so that the planein which the rotation of wheel 20 occurs may be varied in threedimensions at the will of the operator. By the same token, a vehicle maybe equipped with a plurality of systems of this invention whereby thethrust from the thrust producing units on a plurality of wheels 20 maybe exerted in a single selected direction to achieve greater force ormay be exerted in two or more directions simultaneously in order toachieve changes in direction, modifications in speed, or the like.

Still another aspect of this invention is that it is susceptible toconsiderable latitude in engineering design and details. To illustrate.the system depicted in FIGS. 1 through 5 involves use of five electricmotors to produce the desired rotations. Although the paired motors(i.e., the motors performing the same functions on the respective thrustproducing units) will preferably be operated at about the same speeds,considerable variability in speeds among the motors 23, 32, and 38 ispossible. The chief requirements in this regard are that motor 32rotates fast enough to give a useful gyroscopic-type condition (e.g.,from about 2,000 to about 20,000 r.p.m.), that motor 38 have asatisfactorily high rate of acceleration so that it may quickly go from0 rpm. to the speed at which it is to operate during the desiredposition of each revolution of wheel (this in turn being related to thespeed at which wheel 20 is rotated), and that motor 23 turn wheel 20fast enough (e.g., 200 to 2,000 rpm.) that a sufficient reactionarythrust is obtained during operation of the respective thrust producingunits 30. In this same connection, it is evident from FIG. 4 and thediscussion presented above in relation thereto that during normaloperation of the vehicle (i.e., when not using the thrust producingunits as a source of vehicular braking or the like) it is desirable thatspindle 35 be axially rotated at least one-half of a revolution perone-half revolution of wheel 20. In actual practice spindle 35 may makeas many as about five or more revolutions during a one-half revolutionof wheel 20. Further, it is not necessary to rotate spindle 35 during afull one-half revolution of wheel 20. For example, rotation of thespindle only between 315 and 45 per the illustration of FIG. 4 willprovide useful unidirectional thrust even though the spindle is thusrotating less than half of the time.

In the case of the system depicted in FIGS. 6 and 7, the energy issupplied to one motor and two electromagnetically operated clutches.This system is depicted as having a gear ratio of 1:1 throughout (sothat one revolution of wheel 20 is accompanied by one revolution of eachflywheel 53 and one complete. oscillation. by each weight 50) and thisis the preferred arrangement for this system. However, the system may begeared so that these weights oscillate more rapidly relative to rotationof wheel 20 so long as each weight 50 is being rotatably moved away fromthe direction of the desired thrust when its respective clutch 75 isdisengaged. Thus, these weights may make as many as about fiveoscillations per revolution of wheel 20. Just as in the case of thethrust producing-units of FIGS. 1 through 5, the reaction occurring whenweight 50 is sliding against the direction of its rotation while itsclutch 75 is disengaged is dissipated in rotation of wheel 20.

While the clutches 75 as depicted are electromagnetically actuated, theymay be mechanically or hydraulically actuated in any suitable fashion.Similarly, although electrical and mechanical means are shown in theFigures for driving the other movable elements, use may bemade of othersuitable means such as hydraulic systems or the like. Other variationsand modifications for use in practicing this invention will becomeevident to those skilled in the art from a consideration of thisdisclosure and the accompanying Figures.

It is worth noting that both of the illustrative embodiments depicted inthe drawings involve the principle and utilization of recirculatingmassesi.e., masses are moved in cyclical paths, the inertia wheels 31orbiting spindle 35 and the weights 50 oscillating back and forth in thetracks defined by guide rails 51,52. Moreover, these recirculatingmasses revolve around a central axisthe axis of rotation of wheel It isapparent that there are two chief requirements for achieving propulsionin accordance with the systems described above. First, theaction-reaction producing the unidirectional thrust takes place duringone-half or less of the rotation of wheel or disc 20. Secondly, theaction beginsand terminates on the wheel or disc 20 at a location awayfrom its axis. Accordingly, the wheel 20 provides a moving platform orreference point against which the force can be exerted. Therefore thereaction which results when a weight is accelerated with respect to thewheel or disc exerts a push about which the axis or hub of the wheel ordisc may swing and advance its position.

As an example of the practice of this invention, a device wasconstructed generally as shown in FIGS. 1-3. Wheel 20 was approximately16 inches in diameter, the inertia wheels 31 were about 2.5 inches indiameter and each weighed about 32 grams. Five model slot racing carmotors were employed, one turned wheel 20 at about 375 r.p.m., tworotated their respective inertia wheelsat 12,000 r.p.m. and theremaining two alternately rotated their respective spindles 35 duringone-half revolution of wheel 20. The vehicle readily traveled acrossflat surfaces at approximately 4 m.p.h. even though devoid of drivewheels in the usual sense.

For operation at considerable rotational velocity itmay be desirable toequip the system with means to achieve and maintain balance. Forexample, auxiliary weights may be controlled to extend and retract in aphased fashion from the center out toward the periphery of the arm,wheel or disc 20. These auxiliary weights would serve as a neutralsystem as far as propulsion goes, neither helping non hinderingpropulsion, but rather, keeping the arm or disc in dynamic balance. Thisbalancing arrangement can be used on both versions of the thrustgenerators depicted in the drawings.

Still another variation-to which this invention is susceptible involvesthe use in a system such as depicted in FIGS. 6 and 7 of other forms ofweights for producing the desired thrust. Thus in lieu of the slidableweights 50, use may be made of rotatable eccentric weights, flywheels,electric motors, as well as many other types of masses capable of beingsuitably moved at the'proper time so as to produce the properaction-reaction couple at a locus remote from thecentral axis aboutwhich the weights are travelling. Byway of illustration, electric motorsmay be slidably mounted near the periphery of wheel 20 and actuated sothat they force'thernselves to slidably move. in relation to a fixedpoint (e.g., a peg) on the wheel, the characterof this motion inrelation to the operation of clutch 75 otherwise being analogous to thesystem depicted. lt will be noted that in this variant the electricmotor itself serves as the weight and causes itself to be thrustedforward or backward relative to the fixed point on the wheel by means ofsuitable connecting rods or other linkage to the peg or like member.

The operation of the clutches 75 in systems of the type of FIGS. 6 and 7is another area in which variations may be made. For example, in a twoclutch system, the system may be started up with both clutches engagedor disengaged and the system put into proper alignment without producingany 'appreciable unidirectional motion. Then the clutches may bealternately disengaged during the same 180 of rotational travel of theirrespective thrust producing units so that the unidirectional motion isacquired. If desired, periodically, or

- at times selected by the operator, both clutches may be kept engagedfor'a given number of rotations by the wheel 20. Alternatively, bothclutches may be disengaged for a given number of rotations and thenregular unidirectional thrust producing operation resumed. In short, thesystems have builtin flexibility.

It will of course be evident that for best results the system depictedin FIGS. 6 and 7 should be adjusted and operated such that weight 50reaches the mid point of its acceleration stroke when wheel 20 hascarried that weight from the desired line of unidirectional travel. Forexample, where thrust in the direction of T is desired and wheel 20 isbeing rotated in the direction of R and where clutch 75 is beingdisengaged during the top of rotational travel by the wheel, theslidable movement of weight 50 should be phased with its rotation sothat it reaches the mid point of its slidable travel along guide rails51,52 when it is at the apex of the rotation (i.e., when it is at 0).Auxiliary controls for accomplishing this may be employed, if desired.

be used to move vehicles or loads on solid surfaces, on or under liquidsurfaces or through gaseous media or evacuated space. Thus, theinvention may be utilized in automobiles, trucks, buses, motorcycles,tractors, military vehicles (tanks, self-propelled artillery, etc.),self-propelled power equipment (cranes, road graders, etc.), trains,lawnmowers, ocean liners, boats, space craft, hovercraft, ground efiectmachines, aircraft, and the like.

What is claimed is:

l. A system for converting rotary motion into unidirectional motionwhich comprises:

a. a wheel rotatable about an axis;

b. thrust producing means carried by and rotatable with the wheel andexerting, when actuated, a thrust in a direction generally opposite thedirection of its rotational travel; and

c. means alternately actuating and deactuating the thrust producingmeans to yield thrust in the direction selected for the unidirectionalmotion of the system.

2. The system of claim 1 wherein the thrust producing means arepositioned in proximity to the periphery of the wheel.

3. The system of claim 1 wherein the trust producing means comprise aplurality of thrust producing units positioned at essentially equalangular intervals on the wheel in proximity to its periphery and whereineach such unit is equipped with its own means alternately actuating anddeactuating the unit, each such means actuating its own unit when thearcuate travel of the unit with the wheel is away from the directionselected for the unidirectional motion of the system.

4. The system of claim 3 further characterized in that there are twosaid units positioned at 180 intervals on the wheel.

5. The system of claim 1 wherein said thrust producing means comprisetwo thrust producing units positioned at 180 intervals on the wheel.

6. A system for converting rotary motion into unidirectional thrustwhich comprises:

a. a disc rotatable about the center;

b. means for rotating said disc;

c. a plurality of biaxial rotational units positioned in proximity tothe periphery of the disc and spaced at essentially equal angularintervals on its circular face, each said unit including 1. a firstrotatable shaft parallel to the radius of the disc, 2. a secondrotatable shaft, and and 3. an inertia wheel carried by and rotatablewith said second shaft, and

4. means for axially rotating said second shaft, said second shaft beingoperatively carried by and rotated with said first shaft such that thesecond shaft describes, as it travels 360 about the longitudinal axis ofthe first shaft, a circle which falls in a plane essentiallyperpendicular to the circular face of said disc; and

d. means axially rotating said first shaft when the biaxial rotationalunit which includes said shaft is being carried by the rotating disc inan arcuate path away from the direction selected for the unidirectionalthrust of the system, said means failing to rotate said first shaft whensaid unit is being carried by said disc in an arcuate path toward saiddirection.

7.' A system for converting rotary motion into unidirectional thrustwhich comprises:

a. at least one thrust producing units;

b. means carrying said unit in an orbit around a common axis; and

c. means causing each said unit to produce unidirectional thrust duringall or a portion of the time it is orbiting in the semi-circle leadingaway from the direction in which the unidirectional thrust is desiredand causing each said unit to not produce unidirectional thrust duringthe time it is orbiting in the semi-circle leading toward the directionin which the unidirectional thrust is desired.

8. The system of claim 7 further characterized by having a plurality ofsaid units positioned at approximately equal angular intervals of theorbit.

9. The system of claim 7 further characterized by having a plurality ofsaid units positioned at approximately equal angular intervals of theorbit, each said unit including (1) a movable weight, (2) a source ofkinetic energy positioned in proximity to the orbit and away from thecommon axis and (3) means causing said weight to accelerate in thedirection of orbital travel during approximately all of the time itsunit is orbiting in the semi-circle leading away from the direction inwhich the unidirectional thrust is desired and causing said weight todecelerate in the direction of orbital travel during approximately allof the time its unit is orbiting in the semi-circle leading toward thedirection in which the unidirectional thrust is desired, the kineticenergy utilized by said means in effecting the acceleration of theweight being derived from said source.

10. The system of claim 9 further characterized in that said source is afreely rotating inertia wheel.

1. A system for converting rotary motion into unidirectional motionwhich comprises: a. a wheel rotatable about an axis; b. thrust producingmeans carried by and rotatable with the wheel and exerting, whenactuated, a thrust in a direction generally opposite the direction ofits rotational travel; and c. means alternately actuating anddeactuating the thrust producing means to yield thrust in the directionselected for the unidirectional motion of the system.
 2. The system ofclaim 1 wherein the thrust producing means are positioned in proximityto the periphery of the wheel.
 2. a second rotatable shaft, and and 3.an inertia wheel carried by and rotatable with said second shaft, and 3.The system of claim 1 wherein the trust producing means comprise aplurality of thrust producing units positioned at essentially equalangular intervals on the wheel in proximity to its periphery and whereineach such unit is equipped with its own means alternately actuating anddeactuating the unit, each such means actuating its own unit when thearcuate travel of the unit with the wheel is away from the directionselected for the unidirectional motion of the system.
 4. The system ofclaim 3 further characterized in that there are two said unitspositioned at 180* intervals on the wheel.
 4. means for axially rotatingsaid second shaft, said second shaft being operatively carried by androtated with said first shaft such that the second shaft describes, asit travels 360* about the longitudinal axis of the first shaft, a circlewhich falls in a plane essentially perpendicular to the circular face ofsaid disc; and d. means axially rotating said first shaft when thebiaxial rotational unit which includes said shaft is being carried bythe rotating disc in an arcuate path away from the direction selectedfor the unidirectional thrust of the system, said means failing torotate said first shaft when said unit is being carried by said disc inan arcuate path toward said direction.
 5. The system of claim 1 whereinsaid thrust producing means comprise two thrust producing unitspositioned at 180* intervals on the wheel.
 6. A system for convertingrotary motion into unidirectional thrust which comprises: a. a discrotatable about the center; b. means for rotating said disc; c. aplurality of biaxial rotational units positioned in proximity to theperiphery of the disc and spaced at essentially equal angular intervalson its circular face, each said unit including
 7. A system forconverting rotary motion into unidirectional thrust which comprises: a.at least one thrust producing units; b. means carrying said unit in anorbit around a common axis; and c. means causing each said unit toproduce unidirectional thrust during all or a portion of the time it isorbiting in the semi-circle leading away from the direction in which theunidirectional thrust is desired and causing each said unit to notproduce unidirectional thrust during the time it is orbiting in thesemi-circle leading toward the direction in which the unidirectionalthrust is desired.
 8. The system of claim 7 further characterized byhaving a plurality of said units positioned at approximately equalangular intervals of the orbit.
 9. The system of claim 7 furthercharacterized by having a plurality of said units positioned atapproximately equal angular intervals of the orbit, each said unitincluding (1) a movable weight, (2) a source of kinetic energypositioned in proximity to the orbit and away from the common axis and(3) means causing said weight to accelerate in the direction of orbitaltravel during approximately all of the time its unit is orbiting in thesemi-circle leading away from the direction in which the unidirectionalthrust is desired and causing said weight to decelerate in the directionof orbital travel during approximately all of the time its unit isorbiting in the semi-circle leading toward the direction in which theunidirectional thrust is desired, the kinetic energy utilized by saidmeans in effecting the acceleration of the weight being derived fromsaid source.
 10. The system of claim 9 further characterized in thatsaid source is a freely rotating inertia wheel.